Intake manifold



i ateute d duly 7, i925.

* lE ST FRED E.

ASELTINE, F DAYTON. OHIO, ASSIGNOB, T0 GENERAL RIQTOW R'EH'EKRGHCORPORATION, OF DAYTON. OHIO, A. COREORATIOR' 0F DELAWAEE.

INTAKE MANEFOLD.

Application filed May 26, 1923. Serial E0. 641,823.

To all whom it may concern Be it known that I, Faun E. Aspurmn, acitizen of the United States of America, residing at Dayton county ofMontgomery, and State of Ohio, have invented certain new and usefulImprovements in Intake Manifolds, of which the following is a lull,clear, and exact description.

This invention relates to improvements in fuel mixture supply forinternal combustion engines and particularly to intake manifolds.

it is among the objects of the present invention to obtain maximum fueleconomy at part engine load and to obtain maximum power at full load. y

The present invention provides apparatus for supplying heat to the fuelmixture flowing into the engine for facilitating the vaporization of theliquid fuel, and for controlling this heat supply in such a manner thatthe mixture is heated until it is desirable to obtain a maximumvolumetric efficiency. I

Further objects and advantages of the present invention will be apparentfrom the following description. reference being had to the accompanyingdrawing wherein a preferred embodiment of the present invention isclearly shown.

In the drawings:

Fig. and exhaust manifold including a carburetor.

2 is a sectional View taken along the line 2-2 of Fig. 1.

Fig. 3 is a sectional view taken along the line 33 of Fig. 1.

Referring: to the drawings the numeral designates the exhaust manifoldof the "engine which comprises a plurality of branch conduits 21 incommunication with the main conduit 22, the latter being incommunication with the exhaust pipe 23 which leads to atmosphere or amuilier not shown on the drawings. The main exhaust conduit 22 isprovided with a Hat surface. 24 in which is formed an elongatedcontinuous channel 25.-

The intake manifold 26 comprises a main fuel mixture conduit 27 and aplurality of branch conduits 28 and 29 communicating with the main fuelmixture emiduit 27. The outer ends of these branch conduits 28 and 29communicate with eng ne intake ports 1 is a trout elevation of an intakerepresented by the dotted circles 30 and 31 I respectively. A plate 32conforming in size and shape to the size and shape of the flat surfaceof the exhaust manifold 22 is formed integral with the intake conduit27, said plate 32 also being provided with an elongated continuouschannel which, when the exhaust and intake manifolds are in position onthe engine will align with the channel 25 formed in the exhaust conduit22 to provide the channel 34 termed the bypass hereinafter. lhe plate 32is provided with a plurality of lugs 35 having holes adapted to receivebolts 36 which screw into the exhaust conduit 22, thus holding the plate32 in engagement with the exhaustconduit The entire exhaust and intakemanifold assembly is held on the engine by means of straps 38 and bolts39, the latter screwing into the engine block not shown on the drawings.

The main fuel mixture conduit 27 is provided with-a flange 40 to which asimilar flange 41 formed on the carburetor 422 is ,adapted to be securedfor supporting said carburetor in position on the intake mani, fold. Themeans for controlling the engine operation comprises a throttle valve 43mounted on a rod 44 which projects through the carburetor passage tothe'outside thereof. one end of said rod having a lever 45 securedthereto by means of which the throttle 43 may be manually adjusted. Theopposite on of the rod 44 carries an operating arm 46 whose functionwill be described hereinafter.

The conduit 27 is in communication with the icy-pass 34: by means of thepassage way 47 which may be termed the entrance passage. The branchconduits 28 and 29 of the intake manifold are in communication with theby-pass 34 by means of the pipe connections or exit passages 48 and 49respectively.

As may be seen on the drawings, the pipe 48 connects with the branchmanifold conduit' near its engine intake port 30, while the opposite endof the pipe 48 connects with the upper portion of the by-pass 3substantially midway between the outer end thereof and the main intakeconduit '27. This is also truein regard to the pipe 45? and its branchconduit 29.

The means for shunting the fuel mixture through the heated conduit orby-pass 34 comprises a control valve 50 carried by the rod 51 which isjournalled in the sides of the conduit 27, one end of said rodprojecting on the outside of said conduit'a'nd supporting the operatingelement 52 which comprises a hub portion 53 having a. projection54formed thereon which carries the weight block 55. A downwardl projectingshifterfork is provided on the liu 53, said fork comprising a left prong56 and a right engage [2'6 position where the control valve 50 prong 57.The control valve 50 is positioned'in the conduit 27 abovethe entrancepassage 47. A stop 58 is formed on the outside of the conduit 27 whichis adapted to either the left prong 56 or the right prong 57 to hold thecontrol valve either in Upon operation of the lever 45, by the operator,to open the throttle valve 43, the arm 46 will be moved in acounterclockwise direction, said arm after having been operated througha predetermined portion of its range will engage with the prong 56 andupon continued operation or opening of the throttle 43, the arm 46 willmove the prong 56 to the left rotating the hub 53 in a clockwise'direction and when the weight block 55 40 the stop 58.

valve will be in the conduit opening has passed the vertical linethrough the -axis of the hub, said weight block will quickly move theoperating element 52 to the position Where the prong 57 will engage withIn this position the control position.

'lVhen the engine is idling, that is, when. the throttle valve 43- is ina position to very 5 nearly shut oil the passage Way inthecarpipeburetor, the arm 46 will, as has been mentioned heretofore, hold theoperating element 52 in a position when its associated control-valve 50is in closed position. This will cause the'fuelmixture flowing from thecarburetor to pass through the entrance passage 47 and enter the by-pass34 which, afterthe engine has been operated for a short time, willbecome hcatcd, due to the fact that this by-pass llcs adjacent theniain'exhaust conduit 22. After having passed through the lay-pass 34,the heated gas or fuel will flow through either of the connections 48and 49. into the branch conduits 28 or 29 respectively depending upontheoperation of the engine. in order to obtain maximum fuel economy at partengnie Loads. or while the throltlc is in such a position that thepassagc in which said throttle is positioned, is partially closed,

the fuel mixture is directed through the heated by-pass during a certainportion of the range of engine operation.

Referring to Fig. 1, it may be seen that the control valve 50 willremain in the cond'uit closing position as is shown in dotted linesuntil the throttle 43 has been moved to cause the arm 46 to engage withthe left prong 56 of the operating member 52, cansmg said operatingmember to be rotated in a clockwise direction until the Wei ht block 55has passed through the centr vertical axis of the hub. at which timesaid wei ht block will operate the valve 50 veryquic y to open thepassage way through'tlus conduitl This-will continue the flow of fuelmixture through the passage way 47 into i the heater by pass 34, thefuel mixture then beingsdirectly' carried through the conduit 27 to -thevarious branch conduits 28 and 29 and thence to the combustion chambersof the engine, In this position, the maximum volumetric efliciency ofthe engine is obtainable and the throttle has still a certain range ofoperation to entirely open the passage of the carburetor in which it ispositioned.

From the foregoing it may be. seen that fuel, mixture flowing throughthe conduit 27 will be shunted through the by-pass 34 to the, branchconduit 28 and 29 during a certain portion of the range of throttle oration or until the element 52 has been shi to open the control valve 50when the fuel will flow directly through the conduit 27 to the branchconduits 28 and 29. lhe former range, or morespeci'fically the range ofthrottle operation fromthe substantially closed position to the positionwhere the control valve 50 is opened, is greater than the remainingportion of the range, that is to such a position where the throttle is,en-

,tirely open and rcversely the range of of throttle operation from thefull open position to the position where the control valve 50 isoperated to close the conduit 27, is greater than the remaining throttlerange from tlw latter point to where said throttle is againsubstantially closed. It will be seen that after the use of the heaterby-pass has been discontinued the range of throttle operation to obtainmaximum power at substantially full load is substantially increased.

During the initial operation, and particularly before the exhaustmanifold has heated up the by-pass 34 to such a degree wherevaporization willbe facilitated, the liquid or moist particles of thefuel mixture passing through the conduit 27 into the entrance passage 47and thence into the by-pass'34, will tend to gather in the bottom of theupper portion of the by-pass. As the bypass becomes heated fromcontinued engine operation, these moist particles of-fuel will tend toevaporate within the space of said bypass 34, between the points wherethe ill manifold comprising, in

noeueee pipes 48 and 49 communieeha therevritmthe vapor then being drowninto either one of the said pipes d8 or 49 depending upon the operationof the engine.

it will of course be understood thet fuel mixture passing to the leftthrou h the bypess 34 will primarily pass lllliLQ the pipe iii andthence into the conduit brunch 28. However, fuel mixture reineinine;.iuthe upfier portion of this left heed. eide oi the oppose may be drawnthrough the pipe i into the brunch conduit 2% when its esseciute pistonsare on the suction stroke.

While the form of embodiment of the in veniton as herein shown enddeoerihed constitutes a preferred form, it is to he under-- stood thatother forms might be adopted, all coming Within the scope of the claimswhich follow. v i

What I claim is as follows:

1. In on internulcoinbustiou engine a fuel supply device, including anintake manifold having 21 main fuel supply passage, and u shunt passage;a heating menus for heating the shunt passage; on engine throttle; and adevice controlled by the throttle for in stuntly, fully closing the mainpassage at a predetermined point in. the closing movement of thethrottle end for instantly, f uliy opening the main pz ssege lit atcorresponding point in the opening movement of the throttle;

2. A fuel supplyv device for uninterneh combustion engine including anexhaust cr'imhineiion, en. in-- telre manifold including u inuin fuelmixture passage and e by-pass adopted to be heated by the exhaustinoiniold; u communicating channel leading from the main conduit totheby-puss; a' carburetor connected to the intake manifold; upuir ofnormally closed valves in the main fuel passage having the communicatingchannel interposed therebetween; means for operating one of the valvestl'irough its range of travel; means for holding the other valveimmovehle for e predetermined portion of the trevel of the first velve,to control the flow of mixture through one passage, and for causing thequick shifting pf the second valve through its entire range of operationwhen the first valve starts on its remaining range of travel, to directthe course of the fuel mixture iiow through another passage.

3. In a fuel supply device, the combination With on iiKernel-combustionengine and means for controlling engine operation; of an intake manifoldincluding e conduit adopted to be heated by the engine and including acomparatively cooler conduit; means controlled by the engine controllingmoons for shunting all the i'uel mixture rough the heated conduit Whilethe enion controll' means is lacing v c its range 0" position to causeall "ing portion of ihe range of traveland for directing oil the fuelmixture through the cooler conduit whiie said onine controlling means isbeing operated throughite remaining range of travel.

4. A fuel supply device for an internalcombuetion engine comprising, incombination, an intake manifold includingan engins heeled conduit and ecomparatively cooler conduit; a carburetor connected to the manifold; uthrottle valve therefor; and means connected with the throttle valve forshunting all the fuel mixture through the heated conduit while thethrottle valve is being; operated through the portion of its range oftravel; and for directing all the fuel mixture through the coolerconduit while seid throttle is being operated through the remainingportion of HS range of trevel.

5. A fuel supply device for on internalcombustion engine comprising,- incombination, en exhaust manifold; an intake mar fold including ocomparatively cool, main conduit and a bypass heated by the exhaustmanifold; a 'carburetor connected to the manifold; e throttle valve insaid carbure- (or; a control valve in the main conduit oi the manifold,normally in conduit closing the fuel mixture to pass through the heatedhy-poss; means for opereting the'throttle, including means to 0 eretcthe control valve out of normal to 1111- open position eliter thethrottle has been opcruied through a portion of its -rouge of travelwhereby to cause all the fuel mixture to flow through the main conduitto the engine, for the rein-dining portion of the range of throttletravel. i

ii. A fuel supply device for on internaloperate automatically thecontrol valve out.

of normal to full-open position after the throttle has been operatedthrough a portion of its range of travel, whereby to cause all the fuelmixture lo flow through the main conduit to the engine, for theremainthrottle travel.

7. A. fuel supply device for an internalcoinbustion engine comprising,in combination, an exhaust manifold; an intake manifold including acomparativey cool, main conduit and e'by-pass heated by the exhaustmanifold; a. carburetor connected to the manifold; a throttle valve insaid carburetor; e control valve in. the main conduit of the manifold,normally in conduit closing ill . position to cause all the fuel mixtureto pass.

through the heated by-pass; means normally adapted to hold the controlvalve in normal conduit closing position; and means for operating thethrottle including means to move the control valve holding means out /ofnormal position, which means will automatieally move the control valveto conduit other of: its

initting all the fuel mixture to' through the main conduit to theengine; weighted means normally adapted to hold the control valve ineither one of its positions but oper- 56 able by gravity to quickly movesaid valve from one position to the other; and means for operating thethrottle including means adapted to engage with and move the Wei hted-means out of its normal valve hol ing position after the throttle hasbeen operated through a portion of its range of travel whereby saidweighted means will quickly move the valves from one to the ositions.

A fue supply device for an internalcombustion engine comprising, incombination, anexhaust manifold; an intake-manimanifold; a carburetorconnected to the I means normally adapted to hold the control valve-ineither one of its positions but capa ble of moving said valve; and meansfor operating the throttle, includingmeans adapted to move the controlvalve control ling means out of its normal valve holding position afterthe throttle has been operated through a portion of its range of travelfold including ,a comparatively cool, main conduit and a. byass heatedby the exhaust manifold; :1 mt ureter connected to the manifold; athrottle valve in said carburetor; a control valve in the main conduitof the manif oldfand having a normal; conduit closing position forcausing all of the fuel (5 mixture to flow through the heated by-pass,and. havin a conduit open position for permitting a1 thelfuel mixturetoflow' through the main conduit to the engine; weighted means normallyadapted to hold the control 8 valve in either one of its positions butopen able by gravity to quicklymove said valve from one for operatingthe throttle including an arm,

adapted to engage with the weighted means to hold it in its valveholding position While the throttle is bein moved throu h a whereby saidcontrollin means will operate.

the valve from one to t e other of its positions to control the flow offuel mixture.

9. A fuel supply'devioe foran internalcombustion engine comprising, incomb1na tion,-an exhaust manifold; an intake manifold including acomparatively cool, main ilffitaipen position for per land having a conortion of its range o travel and a apted -to move the weighted means outof its normal valve holding position and cause said means to shift thevalve position when the throttle has completed this portion of its rangeof travel, said arm holding the weighted means in this second valveholding position while the throttle isbeing operated through itsremaining-portion of travel range. Intestimony whereof I hereto afilx mysignature. 1 a

FRED E. ASELTINE. Witnesses:

GEO. E. Pasoo, WALTER W. Pnmnnosition to the other; and means e

